Carburetor degasser



Patented Feb. 4, i947 UWE ,han

CARBURETOR DEGASSER Application August 7, 1944, Serial No. 548,357

(Cl. 12S-119) 1 This invention relates to degasser devices forautomotive engines. Such a device must leave the idling system free tooperate normally during normal idling periods, while preventing thesupply of fuel when the engine is being turned over at higher thanidling speed by the momentum of the vehicle and with the carburetorthrottle closed. During the latter mentioned times, fuel suppliedthrough the idling passage is wasted and noxious gases may emit from theengine exhaust pipe.

An object of the present invention is to p-ro- Vide a novel degasserdevice which is adapted to cut ofi the supply of fuel through the idlingpassage when the carburetor throttle is closed and the engine isoperating at higher than norma] idling speed.

A more detailed object is to provide means for positively preventingseating of the degasser valve except when gassing conditions exist.

Another object is to utilize the generator current as a control for thedegasser valve.

These objects and other more detailed objects hereafter appearing areattained by the devices illustrated in the accompanying drawing in whichFig. 1 is a side View, partly sectioned, of lan automotive carburetorembodying the invention, certain associated parts being representeddiagrammatically.

Fig, 2 is a similar view showing a modification.

Fig. 3 is a similar View showing still another modcation.

In Fig. 1, there is shown an .updraft carburetor having an air inlethorn 5 at one end and a flange E at the other for attachment to theengine intake manifold (not shown). The upper or outlet end of thecarburetor is controlled by a butterfly throttle valve l. Fuel foridling enters the carburetor through an idling port 8 located adjacentand partly posterior to the edge of the throttle when closed. The idleport is supplied by an idling passage il leading from the usual fuelbowl l0. Between port il and passage S there is a right angle chamber ilreceiving a ball valve i2. A valve seat i3 is located just posterior toball valve I2 so that the normal flow of fuel through passage 9 tends toseat the ball and close the idling passage.

During normal idling operation, the ball l2 is held off its seat, thatis, prevented from closing by a stop element l5 which projects throughseat i3 and has a shank I6 sldable in" a'threaded nipple I l whichprojects from a solenoid i8. The. nipple is screwed into an enlargementi9 formed on the carburetorv body for securing the solenoid in position.Shank portion i6 of the stop element extends into the solenoid andfunctions as the solenoid core or armature. The extent of movement ofthe stop element, when the solenoid is energized, is limited by anadjustable stop member 2d. A pair of coiled springs ai and Zia normallyurge element l5, H5 towards its valve stopping position, as shown.

An engine operated generator is shown at 22 which has a groundedterminal 23 and a terminal 2li having a charging connection by a wire25, cut out switch Zf, and a wire 2 to the storage battery 23 which maysupply current for ignition, lighting, etc.

Cut out switch 2li is provided with anvextra set of contacts 29, onebeing connected to the generator through the switch magnet and wire i5.The other co-ntact 29 is connected by a lead 3@ to one side of thesolenoid. A lead 3l extends from a third contact 32 of the generator toa switch point 33 carried by an arm "it movable with the throttle valve.A stationary, cooperating switch contact 35 is connected by a lead 35 tothe other side of the solenoid. Each of the terminals 23, 24, and 32 isconnected to one of the generator brushes. Terminal Z3 is connectedthrough field 3l to ground.

This form operates as follows:

When the throttle valve is in closed or idling position and the engineis operating fast enough to produce a charging voltage in thegeneratorbattery set and pick up cut out switch 26, solenoid It will beenergized to draw stop element l5 leftwardly. Under these conditions,ball valve l2 will be tightly seated by the superior pressure on theanterior side thereof, to prevent the discharge of idling fuel.Immediately upon opening of the throttle, to break switch contacts 33,35, or upon lowering of the engine speed, to open contacts 28, thevsolenoid will be de-energized and coil springs 2l, Zia will return thestop element to its normal position, as shown, forcing the ball valvefrom its seat so that normal functioning of the idling passage will beresumed.

The form in Fig. 2 is the same as in Fig. 1 except` for the switchdevice 33 in the solenoid control circuit, which is controlled by a ilyball, speed responsive device 39 instead of the generator. Fly balldevice 3d isv shown operated by a belt d@ from a moving part of theengine. Ball valve stop element iba is normally held in its rightwardposition-by a single spring 2 ib.'

In Fig. 3, generator 221s connected to storage battery 23 through a cutout switch including switchpoints lli and an electro-magnet di. A

stop element 43, corresponding to element l5 in Fig. l, is attached tothe movable arm 44 of the cut out switch. Element a3 is normallymaintained in its valve stop position, as shown, by a tension spring 45.When the engine is operating at a high enough speed to cause charging ofthe battery and closing of the cut out switch contacts 4|, stop element43 will be withdrawn from its valve stopping position to permit ballvalve I2 to respond to diierential fluid pressure thereon. Y

A by-pass 46 extends from idling passage 9a around valve chamber lla.-The by-pass is controlled by a valve 41 formed on the throttle shaft.This valve is arranged so that when the throttle is in its normal idlingposition, by-pass 46 is closed and the full differential pressure in theidling passage is effective to urge ball valve `I2 toward its seat.However, after the throttle has opened a predetermined degree, by-pass46 is opened so as to tend to equalize the pressures on the oppositesides of the ball valve. Aslong as the throttle and valve 41 are open,the ball cannot be seated, regardless of the position of stop element42.

Each of the formsembodies features necessary to perform the degassingfunction without affecting normal idling. The invention may be modied invarious respects as will occur to those skilled in the art and theexclusive use of all modications as come within the scope of theappended claims is contemplated. Y

I claim:

1. A degasser device for an internal combustion engine carburetor havinga throttle valve and an idling passage, comprising a normally open checkvalve in said passage, an abutment element normally located in saidpassage in position to prevent closing of said valve, and meansresponsive to operation of the associated engine above a predeterminedspeed with said throttle closed for withdrawing said element from saidposition to permit seating of said check valve by diierential pressurein said idling passage.

2. In combination with an internal combustion engine having an intakeconduit with a throttle valve and an idling passage, a valve operable inthe closing direction by iiow in said passage, a control for said Valveincluding a solenoid and an engine speed responsive switch therefor forpreventing closing of said valve when the engine speed is below apredetermined rate, and a second control for said valve actuated withsaid throttle valve when said throttle is opened beyond idling positionto prevent closing of said valve.

3. In combination with an internal combustion engine having an intakeconduit with a throttle valve and an idling passage, a valve operable inthe closing direction by flow in said passage, a stop element normallyin a position to prevent closing of said Valve, an electro-magnet forwithdrawing said stop from said position, va control circuit for saidsolenoid including a, pair of switches, an engine speed responsivedevice for closing one of said switches when the engine speed is above apredetermined rate, and a throttle actuated device for closing the otherswitch when said throttle is in idling position.

4. The combination specified in claim '5 in which said switches arearranged in series in said control circuit so that both must be closedto withdraw said element and permit closing of said valve.

5. In combination with an internal combustion engine having an engineoperated generator and an intake conduit with a throttle and an idlingpassage, a check valve in said passage, a stop element normally inposition to prevent seating of said check valve, a solenoid foractuating said element, and a control circuit for said solenoidincluding a pair of control switches, one of said switches having a.magnetic control connected to said generator so as to close the samewhen the engine speed is above a predetermined rate and the other switchbeing throttle operated and being closed when said throttle is in idlingposition, said solenoid functioning when energized to withdraw said stopelement from its valve stopping position to permit closing of said checkvalve yby idling fuel flow.

6. The combination speciiied in claim 5 further including a storagebattery in circuit with said generator so as to be charged thereby, saidswitch controlling magnet being constructed and arranged to be energizedonly when said generator is producing sufficient voltage to charge saidbattery.

'7. In combina-tion with an internal combustion engine having an intakeconduit with a throttle and an idling passage, a valve in said passage,a solenoid control for said valve, arly ball device, and a controlcircuit for said solenoid including a switch which is closed when saidthrottle is moved te idling position and a second switch closed by saidily ball device when the engine speed is above a predetermined rate.

8. In combination with an internal combustion engine having an intakeconduit with a throttle and an idling passage, a ilow responsive checkvalve in said passage, a by-pass from said passage extending around saidcheck valve, a throttle actuated valve in said by-pass adjusted to openthe same when said throttle is opened from idling position to balancethe pressures on opposite sides of said check valve, a stop elementnormally in position to prevent closing of said valve, and a deviceresponsive to operation of the engine above a predetermined rate towithdraw said element from said position and permit closingr of the sameby ow in said idling passage.

9. In combination with an internal combustion engine having an intakeconduit with a throttle and an idling passage, a flow responsive checkValve in said passage, a solenoid control for said valve, a ily balldevice, a control circuit for said solenoid including a switch which isclosed by said iiy ball device when the engine speed is above apredetermined rate, and a second control for said check valve comprisinga by-pass from said passage extending around said check valve and havinga throttle actuated valve therein adjusted to close the bypass when saidthrottle is moved to idling position to cause closing of said checkvalve by diierential pressure in said idling passage.

l0. A degasser device for an internal combustion engine carburetorhaving a throttle valve and an idling passage, comprising a check valveoperable in the closing direction by flow in said passage, a by-passfrom said passage extending around said check valve, and a throttleactuated valve in said by-pass adjusted to close the same when saidthrottle is moved to idling position to permit seating of said checkvalve by differential pressure in said idling passage.

1l. In combination with an internal combustion engine intake conduit, athrottle therein, an idling passage discharging into said conduit, acheck valve adapted to close said passage responsive to abnormal fluidilo-w therein, and a pair of l 2,415,336 5 6 controls for said Valveresponsive respectively to UNI TEN operation of the associated enginebelow a pre- TED STATES PA TS determined speed and to opening movement'lof Number Name Date said throttle to independently prevent closing of2,334,857 Ball Nov. 23, 1943 said Check valve, said last named controlcom- 5 1,940,712 Eltz Dec. 26, 1933 prsing a. by-pass from said passageextending 2,252,120 Ericson Aug. 12, 1941 around said check valve andhaving a, throttle ao- 1,961,062 Mallory May 29, 1934 tuated valvetherein adjusted to open the by- 2,033,019 Weinmann Mar. 3, 1936 passwhen said throttle is opened from idling 1,711,767 Barden May 7, 1929position to balance the pressures on opposite sides 10 1,650,482 BardenNov. 22, 1927 of said Check valve, 1,887,515 Pulkinghorn Nov. 15, 1932HAROLD A. CARLSON. 1,970,002 EICSSOn Aug. 14, 1934 f FOREIGN PATENTSREFERENCES CITED Number Country Date The following references are ofrecord 1n the 15 me of this patent: 261,022 Br1t1sh Oct. 13, 1927

